Trolley-stand.



PATENTED JUNE 2, 1903."

No. 729,620., W. MAGNBR.

TROLLEY STAND. Arruonmn FILED NOV. 6, 1902.

2 SHEETS-SHEET 1.

no MODEL.

V o e. 9 20 No. 729,620. U ITED STATES Patented. June 2, 1903.

PATENT OFFICE.

WILLIAM MAGNER, OF LQGKPQRT, NEW YORK.

TBOLLE Y-STAND.

SPECIFICATION forming part of Letters PatentNo. 729,620, dated June 2, 1903. Application filed November 6,1992. Serial No. 130,334. (Ir To model.)

To all whom, it may concern.-

Be it known that I, VVILLIAM MAGNER, a

citizen of the UnitedStates, residing at Lockport, in the county of Niagara and State of New York, have invented new and useful Improvements in Trolley-Stands, of which the following is a specification.

This invention relates to trolley stands which are designed more especially for comparatively long cars of the kind used on subf urban lines and whichcan be shifted near either end of the car to enable the conductor to conveniently replace the trolley upon the or less danger when the trolley-stand is permanently located in the center of such a long car. I

The principal object of my invention is to provide a stand of this class which combines the advantages of simplicity and cheapness of construction with a compact and sightly arrangement of the parts.

Further objects of the invention are to improve the construction of the trolley-carriage and its guide-railsrwith a view of insuring the easy running of theearriage and to provide improved locking devices for the carriage, which are protected from snow, ice, &c.

In the accompanying drawings, consisting of two sheets, Figure 1 is a side elevation of the upper portion of a car equipped with my improved trolley-stand. Fig. 2 is a top plan view thereof. Fig. 3 isa fragmentary longi* tudinal section of the trolley-stand and adj acent parts on an enlarged scale. Figs. 4 and 5 are horizontal sections in the correspondingly-numbered lines in Fig. 3. transverse section in line 6 6, Fig. 3. Fig. 7 is a longitudinal section in line 7 7, Fig. 6.

Similar letters of reference indicate corresponding parts throughouttheseveral views.

Upon'the roof A of the car is arranged a longitudinal track consisting, preferably, of a rigid board or platform B, supported a short distance above the roof by cleats b and provided at its edges with longitudinal rails C 0, extending throughout the length of the board. Each of these rails preferably has upper and lower horizontal webs c, which extend outwardly from the vertical body of the rail and which are provided at their Fig. 6 is a.

outer edgeswith substantially vertical lips or flanges c, which form the: heads or wearingsurfaces of the rails. As shown in Fig. 0, the upper lip" of each rail is turned downwardly and the lower lip upwardly, and the two opposing lips are vertically in line with each other, forming a rail of approximately C-shaped cross-section. The rails may be formed of sheet metal or malleable iron. They are preferably arranged to extend above and below the supporting-board B and secured to the latter by transverse bolts, which may extend across the entire width of the board and pass through both rails, as shown in Figs. 4: and 6.

D indicates a truck or carriage running on the track-rails O and constituting a shiftable base for the trolley-pole E and its stand. .This carriage preferably consists of a horizontal body-plate d, somewhat wider than the distance between the track-rails O and provided at its longitudinal edges with depending flanges cl, arranged onthe outer sides of the rails. Onthe inner sides of these flanges are arranged wheels or rollers 61 which run between the opposing lips c' of the rails, the wheels having grooves which receive said lips, thereby keeping them in engagement with the rails. The axles d of the wheels are supported attheir outer ends in the carriage-flanges (Z and at their inner ends in longitudinal bearing-bars f, secured to the adjacent sides of said flanges and arranged between the upper and lower rail-webs c, as shown in Figs. 4 and As shown in the last-mentioned figure, the webs c of the rails extend outwardly a sufficient distance from the vertical body portions thereof to insure ample clearance between the carriage-wheels and their bearings and the body portions of the rails.

The trolley-stand is mounted upon the carriage D and preferably comprises an upright stud g, rising centrally from the horizontal top of the carriage, and a hub or sleeve g, journaled thereon. The vertically-swinging trolley-pole, which may be of any suitableconstruction, has its bifurcated lower end pivoted to the hub g and may be provided with any suitable spring mechanism for pressing it against the trolley-wire. The pressure device shown in the drawings consists of a yoke H, pivoted at its front end to the lower portion of the trolley-pole and guided on a horizontal rod h, extending forwardly from a bracket h of the stand, a spring b surrounding this rod between said bracket and the rear cross-bar of the yoke.

It will be understood from the foregoing description that the trolley-pole can be reversed on the carriage ID in the same manner as an ordinary pole is reversed on. the usual fixed stand and base.

Any suitable means may be employed for preventing displacement of the trolley-carriage after the same has been shifted to either end of its track; but I prefer to employ automatic lockin g devices which are released in the act of reversing the trolley-pole. The locking devices shown in the drawings consist of a pair of vertically-swinging catches or levers I I, arranged lengthwise on the under side of the top plate (Z of the carriage on opposite sides of the stud g. These catches are adapted to interlock, respectively, with crosspieces or stops j, projecting from the upper side of the board A and arranged near opposite ends thereof. Each catch is provided at its outer or front end with a head having a shoulder i, adapted to engage with its companion crosspiecej, and a beveled under face 1', which rides over the cross-piece and causes its shoulder to automatically interlock with the same when the carriage is moved to the end of the track. The headed arms of the locking catches are preferably longer or heavier than their inner arms, so as to remain in engagement with the cross-pieces j by gravity. The inner arms of the catches are turned upwardly and extend through openings formed in the top plate of the carriage on the front and rear sides of the trolley-stand. These upturned ends preferably carry antifriction-rollers 7c, the journals of which are arranged at right angles to the pivots of the catches.

L indicates a releasing arm or plate secured horizontally to the hub g in line with the trolley-pole, but on the opposite side therefrom, and adapted toride alternately over the rollers of the locking-catches I for depressing their inner arms and unlocking their shouldered outer arms from the corresponding cross-piecej. When the carriage is at either extremity of its track, that catch which for the time being is at the same side of the trolley-stand as the pole is clear of the releasingarm L, which latter is on the opposite side of the stand, allowing said catch to remain interlocked with its companion cross-piece j, as shown in Fig. 3. At the same time the other catch is held in its elevated position by bearing with its inner arm against the under side of the overlying releasing-arm. When it is desired to shift the trolley-pole to the opposite end of the car, the pole is simply reversed. As the releasing-arm L is carried by the hub 9 it takes part in the half-turn of the hub, riding over the roller of the locked catch and releasing the same from the adjacent crosspiece j, thereby unlocking the carriage and permitting it to be drawn to the other end of the track by means of the trolley-pole and the controllingrope depending from it. By being thus turned to the opposite side of the trolley-stand the releasing-arm clears the other elevated catch, allowing its shouldered head to drop by gravity into a position in which it encounters the cross-piecej at the other end of the track and automatically interlock therewith as soon as the carriage is shifted to that end of the track. As the catches are located on the under side of the carriage and between the depending side flanges of the same, they are covered and not liable to become clogged with snow and ice.

To prevent the carriage from running beyond the ends of the rails, suitable stop-bars 'm. are secured across the ends of the rails and the supporting-board B.

By my improved construction of the carriage and the rails the carriage while being reliably held in engagement and in contact with the rails cannot become bound, insuring its easy running at all times, and by extending the sides or flanges of the carriage down over the outer sides of the wheels snow and ice are excluded from the latter. The parts constituting the trolley stand and base are, moreover, few in number and compact in arran gement and do not project to an obj ectionable extent above the car-roof, producing an inexpensive construction which is at the same time sightly in appearance.

The stud or pivot g of the trolley-stand is preferably made removable, so that it may be interchanged with the stud of another type of stand, permitting different styles of stands to be mounted on the same carriage D. For this purpose the stud may be secured in place by an ordinary clamping nut 17., applied to its screw threaded lower end and bearing against the under side of the carriage-top, as shown in Fig. 3.

I prefer to make the track-rails C in separate insulated sections, as shown in the drawings, and to connect the motor-circuit of the car with the end sections C only, as shown in Fig. 1. These end sections may be included in the motor and controller circuit in any suitable manner; but each end section is preferably connected by a wire 0 with the controller P at the opposite end of the car. By this arrangement when the motor-circuit is closed by either controller the current flows from the trolley-pole through the carriage D, the adjacent live track section C, wire 0, the controller P, at the opposite or advancing end of the car, and the motor, the other end section and the intermediate section of the carriage-track and the other c011- troller being cut out.' This renders it impossible for the motorman to operate the car by means of the other controller until after the conductor has reversed the trolley-pole and shifted it to the opposite end of the car, thereby guarding against injury to the trolleyupwardly and downwardly from said webs,

substantially as set forth.

2. The combination of a car-roof, a track mounted thereon and comprising a pair of longitudinal rails, each consisting of an upright body portion, lower and upper webs extending outwardly from said body portion and vertical flanges extending upwardly and downwardly from said webs, respectively, a

carriage having grooved wheels which engage with the vertical flanges of said rails, and a trolley-pole mounted on said carriage, substantially as set forth.

The combination of a car-roof, a pair of rails arranged lengthwise thereon, each of said rails comprising an upright body portion, lower and upper webs extending outwardly therefrom and vertical flanges extending upwardly and downwardly from said webs, respectively, a carriage having depending side flanges, bearing-bars secured to the inner sides of said side flanges between the upper and lower webs of the rails and wheels journaled between said side flanges and bearingbars and runningon said tracks, and a trol ley-pole mounted on said carriage, substantially as set forth.

4. The combination of a car-roof, a track arranged lengthwise thereon, a carriage running on said track and provided with locking devices for retaining it in position near either end of the track a reversible trolley-pole mounted on the carriage, and areleasing de- Vice operated by the reversal of the trolleypole and acting upon said locking devices, substantially as set forth.

5. The combination of a car-roof, a track arranged lengthwise thereon, a carriage running on said track and provided with lockingcatches adapted to retain the carriage near either end of the track, a rotary trolley-stand mounted on the carriage and carrying a releasing device arranged to engage either of said lockin g -catches, substantially as set forth.

6. The combination of a car-roof, a track arranged lengthwise thereon, a carriage running on said track and provided with vertically-swin ging locking-levers arranged to face in opposite directions, and a rotary trolleystand mounted on the carriage between said locking-levers and provided on one side thereof with a releasing-arm which is arranged to engage alternately with said locking-levers, substantially as set forth.

7. The combination of a car-roof, a'track arranged lengthwise thereon, a carriage running on said track and provided on its under side with a pair of oppositely-facing lockinglevers, the inner arms of said levers extending upwardly through openings in the top of the carriage, and a rotary trolleystand mounted 011 the carriage between said levers and having a horizontal releasing-arm ar' ranged to ride over the inner arms of said locking-levers for unlocking the same, substantially as set forth.

8. The combination of a car-roof, a track arranged lengthwise thereon, a carriage running on said track and provided on its under side with a pair of oppositely-facing locking= levers, the inner arms of said levers extending upwardly through openings in the top of the carriage, and carrying antifriction-rollers' which are arranged crosswise of the carriage,- a rotary trolley-stand mounted on the carriage between said locking-levers, a trolley-pole pivoted to one side of said stand, and a releasing-arm arranged on the opposite side of the stand and adapted to ride alternately over the rollers of saidlevers, substantially asset forth.

9. In a trolley-car, the combination of the car-roof, a metallic track arranged lengthwise thereon and having end sections which are insulated from the intermediate portion of the track and included in the motorcircuit, a carriage running on said track, and a trolley-pole forth.

10. In a trolley-car, the combination of the car-roof, a sectional metallic track arranged lengthwise thereon, controllers for the motorcircuit arranged at opposite ends of the car, means for electrically connecting each controller with a section of said track at the opposite end of the car, a carriage running on said track, anda trolley-pole mounted on said carriage, substantially as set forth.

Witness my hand this 4th day of November, 1902.

XVILLIAM MAGNER.

Witnesses: I

CARL F. GEYER, EMMA M. GRAHAM.

'mounted on said carriage, substantiallyasset 

